Electromagnetic pulse disconnect system and methods

ABSTRACT

Methods and systems are provided for operating an electromagnetic pulse disconnect assembly for selectively engaging two rotating components of a vehicle drivetrain. A disconnect assembly is needed that is not powered by vacuum diverted from an engine of the vehicle, as modern engines are being developed to reduce vacuum production and remove vacuum lines for powering peripheral devices such as disconnects. An electromagnetic pulse disconnect assembly is provided that operates via pulses of electrical current and includes an electromagnetic coil for translating a clutch ring assembly and a latching ring assembly to selectively couple two rotating components.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a divisional of U.S. patent application Ser.No. 14/686,057 entitled “Electromagnetic Pulse Disconnect System andMethods” filed on Apr. 14, 2015. U.S. patent application Ser. No.14/686,057 claims priority to U.S. Provisional Patent Application No.61/983,388, entitled “Electromagnetic Pulse Disconnect System andMethods,” filed on Apr. 23, 2014, and U.S. Provisional PatentApplication No. 62/051,858, entitled “Electromagnetic Pulse DisconnectSystem and Methods,” filed on Sep. 17, 2014. The entire contents of eachof the above applications are hereby incorporated by reference in theirentirety for all purposes.

FIELD

The present application relates generally to an electromagnetic pulsedisconnect assembly and related system for engaging and disengaging tworotating components of a vehicle.

SUMMARY/BACKGROUND

Modern vehicles often incorporate one or more drivetrain modes forproviding power from an engine to the driven wheels. For example, avehicle with only a two-wheel drive system, or 4×2 mode, may providepower via one or a series of rotating shafts to two wheels of thevehicle. Vehicles such as compact cars may use a front wheel drivesystem with power provided to the two front wheels. In other, oftenlarger vehicles, it is often desirable to incorporate both two-wheeldrive and four-wheel drive driving modes, wherein power may beselectively distributed to two wheels in one mode and four wheels inanother mode. Vehicles of different sizes often incorporate two-wheeldrive of the rear wheels and four-wheel drive for the purpose ofenabling better handling during varying traction conditions while stillbeing able to switch to two-wheel drive to reduce fuel consumption andreduce wasted power.

For vehicles with switchable drive modes, devices and systems are neededfor engaging and disengaging drivetrain components such as axles andshafts. As such, disconnect assemblies are used that often involve aform of clutch that can move to connect or disconnect two rotatablecomponents such as two shafts. The disconnect assemblies can be placedin a variety of areas in the drivetrain of a vehicle, including at thewheel ends, at one or more axles, or along one of the drive shafts.Through the use of disconnect systems, vehicles can be made moreversatile by having the ability to switch between different drive modesdepending on the driving conditions and operator desire.

In some powertrain disconnecting systems, vacuum directed from thevehicle engine is used as the motive or actuating force that powers thedisconnecting systems. In particular, the disconnecting system actuatorsmay be powered by the vacuum. In many systems, the vacuum is directedvia a passage from the intake manifold of the gasoline-fueled engine.Due to this, the vacuum level, or amount of force or pressure availablefrom the vacuum, may vary as engine throttle settings change along withengine load. For many engine systems, the vacuum level (amount ofpressure available) may be limited or vary due to the effects ofaltitude. Furthermore, temperature changes can also cause pressurefluctuations in the vacuum level, thereby causing fluctuations inmovement of the disconnect actuator which may result in undesirablemovement of disconnect components such as the diaphragm and clutchcomponents. Additionally, in some vehicles vacuum may not be readilyavailable since various vehicle accessory systems may not be powered byvacuum, or the vehicle may be designed to remove engine intakeconnections such as vacuum lines in order to enhance engine control andperformance. Finally, vacuum-powered powertrain disconnect systems arebecoming less desirable with more advanced vehicle design. As such,powertrain disconnect systems are needed that are powered by sourcesother than vacuum and feature designs conducive to modern vehiclesystems. The inventors herein have recognized the above issues anddeveloped various approaches to address them.

Thus in one example, the above issues associated with vacuum powereddisconnects may be at least partially addressed by a method of operatinga disconnect assembly of a shaft, comprising: driving a shiftermechanism from a first self-locking position to a second self-lockingposition via an electromagnetic coil generating an axial force throughan armature cam assembly including a series of bi-directional rampsinterfacing with axially extending guides of the shifter mechanism, thecoil energized only during transitions between the first and secondself-locking positions, the first and second self-locking positionsincluding a shaft engaging position and a shaft disengaging position. Inthis way, a compact disconnect assembly is provided that is powered bydiscrete pulses of electrical current to an electromagnetic coil locatedin the disconnect assembly, while not relying on vacuum power. Theelectromagnetic coil may be designed to only come into contact with anarmature of the disconnect assembly when the coil is energized oractivated, thereby increasing the longevity of the contactingcomponents.

The electromagnetic pulse disconnect assembly may also include amagnetic position sensor assembly to monitor the position of the movingcomponents of the assembly that allow for switching between differentdriving modes, such as four-wheel drive and two-wheel drive. The sensorassembly may be configured to detect the strength of a magnetic fieldproduced by a magnet located on a translating but non-rotating componentof the disconnect assembly. Correlating the magnetic field strength withposition of the disconnect assembly may allow for accurate monitoring ofthe shifting motions of the disconnect assembly. Furthermore, by using amagnetic sensor, a space may be maintained such that the sensor does notinterfere with the movement of the disconnect assembly.

The proposed electromagnetic disconnect assembly may alleviate theissues associated with vacuum-powered disconnects. By providing pulsesof current from a power source, the disconnect assembly may consume lesspower than other disconnects that provide continuous current to enableshifting and maintain shifting positions. The current pulses mayenergize the electromagnetic coil to slow down rotation of the armature,thereby causing a ramping ring to translate in an axial direction tomove a clutch ring in the same direction. As explained later, thismovement along with a biasing engagement spring force may cause couplingand decoupling between two rotating components, such as drive shaftsand/or axles.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a simplified powertrain of a vehicle in accordance with thepresent disclosure.

FIG. 2 shows a cross-section of an assembled view of an electromagneticpulse disconnect assembly.

FIG. 3 shows an assembled view of the electromagnetic pulse disconnectassembly.

FIG. 4 shows an exploded view of the electromagnetic pulse disconnectassembly.

FIG. 5 shows views of the electromagnetic pulse disconnect assemblywhile in a 4×2 position.

FIG. 6 shows views of the electromagnetic pulse disconnect assemblywhile in an end of shift position.

FIG. 7 shows views of the electromagnetic pulse disconnect assemblywhile in a 4×4 position.

FIG. 8 shows a schematic of a latching track of the electromagneticpulse disconnect assembly.

FIG. 9 shows a graph of the relationship between shifting position ofthe electromagnetic pulse disconnect assembly, magnetic flux density ofthe assembly, and a position sensor output.

FIGS. 10 and 11 show a method for the general operation of theelectromagnetic pulse disconnect assembly of FIGS. 2-8.

FIGS. 12-16 show different embodiments of a center electromagnetic pulsedisconnect positioned along an axle of a vehicle.

FIG. 17 shows an exterior view of a first embodiment of a centerelectromagnetic pulse disconnect adapted to be positioned along an axleof a vehicle.

FIG. 18 shows an exploded view of a center electromagnetic pulsedisconnect.

FIG. 19 shows a cross-sectional view of a center electromagnetic pulsedisconnect.

FIG. 20 shows an orientation of a position sensor assembly for differentshift positions of a center electromagnetic disconnect.

FIGS. 21-23 show a second embodiment of a center electromagnetic pulsedisconnect having a single continuous housing.

FIG. 24 shows a third embodiment of a center electromagnetic pulsedisconnect having a single continuous housing.

DETAILED DESCRIPTION

The following detailed description provides information regarding anelectromagnetic pulse disconnect assembly and the methods of operationthereof for selectively connecting rotating components of a vehicle. Anexample embodiment of a vehicle powertrain is shown in FIG. 1, includingan engine, a transmission, various axles and shafts, and wheels forproviding motive power to the vehicle. An embodiment of anelectromagnetic pulse disconnect assembly operated by discreteelectrical pulses is shown in FIGS. 2-3 which may be used with thepowertrain of FIG. 1. An exploded view of the electromagnetic pulsedisconnect (EMPD) assembly is shown in FIG. 4 and shows the variouscomponents of the EMPD assembly including an electromagnetic coil, anarmature cam assembly that interfaces with a shifter, and a clutch ringfor selectively engaging two adjacent rotating components (e.g., such asshafts or axles). As such, the EMPD assembly may move the clutch ringinto a 4×4 wherein the two rotating components are rotatably coupled toone another and into a 4×2 position wherein the two rotating componentsare not rotatably coupled to one another. FIGS. 5-7 show cross-sectionaland assembled views of the electromagnetic pulse disconnect assembly inthe different shift positions (e.g., 4×2, end of shift, and 4×4positions). The EMPD assembly may further include a latching systemwhich holds the assembly in the selected shift position withoutrequiring the electromagnetic coil to remain energized. In this way, thecoil may only be energized when moving from one shift position toanother. An example latching mechanism of the latching system is shownin FIG. 8. The EMPD assembly may further include a magnetic positionsensor assembly for determining a shift position of the assembly. FIG. 9shows an example graph of the relationship between shifting position andan output of the magnetic position sensor. FIGS. 10 and 11 show a flowchart of a method for operating the electromagnetic disconnect assemblyaccording to commanded shift modes (e.g., positions). Theelectromagnetic pulse disconnect assembly may be disposed at variouspositions along a vehicle drivetrain (such as the drivetrain shown inFIG. 1). For example, the EMPD assembly may be positioned proximate awheel end (e.g., as a wheel end disconnect) and/or positioned on a frontor rear wheel axle (e.g., as a center disconnect). Examples of variousarrangements of a center EMPD assembly along a front or rear wheel axleare shown in FIGS. 12-16. While internal components of the EMPD assemblymay be substantially the same between a center and wheel end disconnect,the outer housings (e.g., casings) of the assembly may be altered toaccommodate the specific location along the drivetrain. An embodiment ofa center electromagnetic pulse disconnect assembly is shown in FIGS.17-24.

Regarding terminology used throughout this detailed description, vehicleoperation where only two wheels receive power from the engine may bereferred to as two-wheel drive, or 2WD, or 4×2. The correspondingposition of the electromagnetic pulse disconnect may be referred to as a4×2 position. Alternatively, vehicle operation where all four wheelsreceive power from the engine may be referred to as four-wheel drive, or4WD, or 4×4. The corresponding position of the electromagnetic pulsedisconnect may be referred to as a 4×4 position. In other examples,four-wheel drive may be interchangeably referred to as all-wheel drive(AWD), wherein normally unpowered wheels may receive power duringcertain conditions. To accomplish shifting between 4WD and 2WD, theelectromagnetic pulse disconnect may selectively engage two rotatingcomponents. In some embodiments, the rotating components may be axles,shafts, couplers, wheel hub assemblies, or other devices used in thedrivetrain of the vehicle for transmitting rotational power.

Modern vehicles may be operated by a large variety of drivetrain systemsthat involve selectively powering different wheels according todifferent operating conditions and/or operator (i.e. driver) commands.For example, all-wheel drive vehicles may provide power to two collinearwheels during a first operating mode, and upon detection of slippage mayalso provide power to one or more of the remaining wheels. In otherexamples, a smaller vehicle, such as a passenger car, may permanentlyprovide power to only the front two wheels of the vehicle in order toincrease fuel economy (front two-wheel drive). Yet in other examples, avehicle may be configured to selectively switch between a two-wheeldrive and a four-wheel drive mode, wherein during the four-wheel drivemode all four wheels receive power. There are advantages anddisadvantages to each vehicle drivetrain, and the particular utility andanticipated function of each vehicle may aid in determining whichdrivetrain to incorporate.

FIG. 1 shows a simple diagram of a powertrain 100 of a vehicle. In thisdiagram, the body of the vehicle along with many other components areremoved for better viewing of powertrain 100. It is noted that thepowertrain includes the components seen in FIG. 1 while a drivetrain mayrefer to the components of FIG. 1 excluding the engine and transmission,described further below. According to the powertrain configuration, thevehicle of FIG. 1 may be have a selective 4WD drivetrain, wherein therear wheels are powered in a rear-wheel drive mode (or 2WD mode) and allfour wheels are powered in a 4WD mode, the 4WD drive mode different thanthe 2WD mode. Many utility vehicles such as larger trucks, all-terrainvehicles, and sports utility vehicles may incorporate rear-wheel driverather than front-wheel drive for various reasons. One reason may bethat rear-wheel drive is more conducive to load hauling or pulling, suchas towing via a trailer connected to the rear of the vehicle.

In FIG. 1, a right rear wheel 101 and left rear wheel 102 are positionedat the rear of the vehicle, that is, the end located behind an operatorof the vehicle. In this example, left, right, front, and rearorientations are given according to the perspective of the operator ofthe vehicle. Directional arrows for the front, rear, left, and rightorientations are shown in FIG. 1. Accordingly, a right front wheel 103and a left front wheel 104 are positioned at the front of the vehicle.

Power from the vehicle of FIG. 1 is generated by an internal combustionengine 110 having multiple cylinders. Engine 110 can be a fueled bygasoline or diesel according to the specific vehicle, and in the presentexample engine 110 contains six cylinders configured in a V orientation,forming a V6 engine. It is understood that engine 110 may be configuredin different orientations and contain a different number of cylinderswhile providing power in a similar fashion as seen in FIG. 1. A shaftpowered by engine 110 may be directly coupled to a transmission 115providing the necessary gearing for driving the vehicle. Transmission115 may be a manual or automatic transmission according to therequirements of the vehicle system. A rear drive shaft 131 may beconnected to transmission 115 as an output of the transmission,providing power to the rear end of the vehicle.

During the aforementioned 2WD mode of powertrain 100, wheels 101 and 102are powered via a rear axle 132. Rear axle 132 may be a singlecontinuous shaft in some embodiments, or may be split into two axles ina bi-axle configuration, wherein the axle is interposed with a reardifferential 121. In the bi-axle configuration, a first rear axle may bepositioned between the rear differential 121 and the right rear wheel101 and a second rear axle may be positioned between the reardifferential 121 and the left rear wheel 102. The rear differential isalso attached to rear drive shaft 131. The rear differential may serveseveral purposes, including allowing different relative rotationalspeeds between wheels 101 and 102 and transferring rotation (and power)from a single direction of drive shaft 131 into two perpendiculardirections of rear axle 132, as seen in FIG. 1. For example, if thevehicle is turning in the left direction, then the inboard wheel (wheel102) may rotate at a lower speed than the rotation of the outboard wheel(wheel 101). As such, rear differential 121 may allow the two wheels torotate at different speeds in order to avoid slipping between the wheelsof the vehicle and a road that the vehicle is traveling across during aturn.

For operation of the aforementioned 4WD mode, wherein the front wheelsare driven in addition to the nominally-powered rear wheels, a system isprovided to transfer power to the front of the vehicle. A transfer case140 may be positioned near the output of transmission 115, the transfercase 140 may be configured to direct a portion of power from engine 110to a front drive shaft 133. In one embodiment, the transfer case 140 mayutilize a chain to transfer a portion of power from rear drive shaft 131to front drive shaft 133. In a similar fashion to the rear drive system,for the front drive shaft 133 connects to a front differential 122. Thefront differential 122 may be substantially the same as reardifferential 121, in that the front differential 122 allows relativerotational speeds of two wheels. As such, a front axle 134, which may bedivided into two axles of a bi-axle system, may be attached todifferential 122 on one end and to their respective front left wheel 104and front right wheel 103. In this configuration, drive power from frontdrive shaft 133 may be transferred through front differential 122 and towheels 103 and 104 via front axle 134. Since transfer case 140 allowspower to be outputted to both the front and rear axles, the 4WD mode mayallow all four wheels to be powered simultaneously. Said another way,when the vehicle is in the 4WD mode, both the front wheels 103 and 104and back wheels 101 and 102 may be driven.

For switching between 4WD and 2WD in the example of FIG. 1, a system isneeded that selectively engages and disengages power input to the frontwheels. As such, a disconnect 150 may be provided inside transfer case140 positioned in-line with an output shaft of transmission 115. In thisconfiguration, disconnect 150 may also be integrally formed with orseparate from transfer case 140. Disconnects may be used in vehicleswith more than one drivetrain mode and enable engaging or disengagingbetween two separate, rotatable input components, such as wheel hubs,axles, and drive shafts. In the present example as seen in FIG. 1,disconnect 150 is positioned inside transfer case 140. In other vehiclesystems, disconnect 150 may be placed in a variety of locations,including on front axle 134 or on front drive shaft 133, effectivelydividing the shaft into two separate lengths as seen by the dasheddisconnect 150 in FIG. 1. In other examples, the disconnect 150 may bepositioned at a power transfer unit (PTU) to enable engagement anddisengagement of the PTU shaft output. Furthermore, in some embodiments,multiple disconnects may be provided, wherein each of the multipledisconnects may be fixed to a separate component of powertrain 100. Inone example, a first disconnect 150 may be placed inside transfer case140 as seen in FIG. 1, while additional disconnects may be attached tothe wheel hub of wheel 103, the wheel hub of wheel 104, and/or alongfront axle 134. In this way, the disconnects 150 may be controlledseparately or in conjunction with each other. Depending on theparticular location of the disconnect, various names are given,including wheel end disconnect and center axle disconnect. In thepresent example, disconnect 150 may selectively connect and disconnectgears inside transfer case 140 that drive the chain that powers frontdrive shaft 133. As such, disconnect 150 effectively divides transfercase 140 (and shaft 133) from the transmission 115 and rear drive shaft131 via a system of gears, control mechanisms, and other structure, asdescribed later in more detail.

During the 2WD mode when power is only provided to rear wheels 101 and102, an input command may cause disconnect 150 to disengage fixedrotation between the two lengths of shaft 133, thereby providing nopower to front axle 134 as well as wheels 103 and 104. As such, mostpower provided by engine 110 can be directed into rear drive shaft 131with a relatively smaller amount of power diverted through transfer case140 and into the length of shaft 133 connected to the disconnect. Inother words, while disengaged, front wheels 103 and 104 may rotatefreely without receiving tractive power from the engine. Also, therotation of wheels 103 and 104 along with the rotation of axle 134 andthe portion of shaft 133 disposed in front of disconnect 150 (asdirected by the arrow in FIG. 1) does not affect the rotation of therest of the drivetrain. Specifically, since disconnect 150 separates thetwo portions of shaft 133 located to the front and rear of thedisconnect, rotation of the two lengths do not affect each other becausethey are separated (disengaged). If multiple disconnects 150 areprovided, wherein one disconnect is in transfer case 140 or at shaft 133while another disconnect is at wheel 103 and yet another disconnect isat wheel 104, then front axle 134 and a portion or all of shaft 133 maycease rotating when the disconnects disengage their input components. Assuch, front differential 122 may also cease rotating while thedisconnects disengage rotation between wheels 103 and 104 and axle 134.In this way, fuel consumption may be reduced since wheels 103 and 104may rotate freely without the added rotational inertia (moment ofinertia) of axle 134 and frictional drag of differential 122.

During the 4WD mode when power is provided to all four wheels, an inputcommand may cause disconnect 150 to engage fixed rotation between thetwo lengths of shaft 133, thereby providing power to all of shaft 133 aswell as axle 134. In the current example, fixed rotation may be causedby engagement between a series of gears and/or splined shafts thatallows the shafts on either end of disconnect 150 to rotate as asubstantially single unit. During this operating mode, power from engine110 power may be diverted substantially equally (or in otherembodiments, non-equally) to wheels 101, 102, 103, and 104. It is notedthat other drive modes are possible with the addition, change, and/orremoval of components while still conforming to the scope of thisdisclosure.

Additionally, the powertrain 100 may include an electromagnetic pulsedisconnect 160 positioned at one or more wheel ends to engage anddisengage individual wheels with a corresponding axle (e.g., front axle134 and/or rear axle 132). This type of disconnect may be referred toherein as a wheel end disconnect. The electromagnetic pulse disconnect160 may alternately be positioned on one or both of the front axle 134and the rear axle 132. Further, the electromagnetic pulse disconnect 160may be positioned on either side of the front differential 122 and/orthe rear differential 121. For example, in one embodiment, there may bea motorized disconnect 160 positioned on each side (e.g., both sides) ofthe front differential 122 on the front axle 134. Additionally, oralternatively, there may be a motorized disconnect 160 positioned oneach side (e.g., both sides) of the rear differential 121 along the rearaxle 132. In this way, the vehicle powertrain 100 may include adual-disconnecting differential system. The type of disconnectpositioned along the front or rear axles proximate to the front or reardifferentials may be referred to herein as a center disconnect, asdescribed further below with reference to FIGS. 12-16. Theelectromagnetic pulse disconnect described below may be used in one ormore of the positions of the electromagnetic pulse disconnect 160 shownin FIG. 1.

As previously mentioned, some disconnects may be powered by vacuumdiverted from the engine, such as engine 110 of FIG. 1. However, theinventors herein have recognized that vacuum may not be readilyavailable or the vacuum power may undesirably fluctuate, therebyresulting in decreased disconnect control. Thus, alternate power sourcesmay be utilized that provide simpler and more compact disconnectdesigns. As such, the inventors herein have proposed an electromagneticpulse disconnect assembly that is actuated by pulsed electric power toan electromagnetic coil on the disconnect assembly. Electric power maynot require running vacuum lines throughout the vehicle, therebyincreasing the reliability of electric power over vacuum power. First, adescription of the various components of the proposed electromagneticpulse disconnect will be given, followed by a description of theoperation of the disconnect including an example control scheme.

FIGS. 2 and 3 show an assembled view of an electromagnetic pulsedisconnect (EMPD) assembly 200, which may be referred to herein asdisconnect 200, and FIG. 4 shows an exploded view of the EMPD assembly200. More specifically, FIG. 2 shows a cross-sectional assembled view ofthe disconnect 200 taken along line A-A in the assembled view of FIG. 3.As such, FIG. 2 shows internal views of the components of the disconnect200 while FIG. 3 shows external views of the components of thedisconnect 200. Internal components of the disconnect 200 may besurrounded by additional components and thus may not be visible in theexternal view of FIG. 3. Further, some internal components of thedisconnect 200 may only be seen in the exploded view of FIG. 4.

Disconnect 200 comprises a generally circular shape with a hollowinterior for enabling coupling between two rotating components. Inparticular, disconnect 200 may provide coupling between two shafts of avehicle, as previously mentioned. Furthermore, one of the shafts may bepowered while the other is unpowered, such that coupling between the twoshafts enables power transfer and synchronous rotation. The two rotatingcomponents, such as shafts, may contain gear teeth or splines to meshwith a clutch ring 230 of the disconnect 200. As seen in FIG. 2 and FIG.4, clutch ring 230 may contain a series of gear teeth 233 circumscribingan interior (e.g., inner) surface of the clutch ring 230. For example,as shown in FIG. 2, the clutch ring 230 includes two separate rows ofteeth that are separated by ring-section not including teeth around theinner circumference of the clutch ring 230. Further, as shown in FIG. 2,a first set of gear teeth, proximate to a block shift spring 2408, havea larger width in an axial direction, as shown by arrow 203, than asecond set of gear teeth positioned further away from the block shiftspring 2408 than the first set of gear teeth. The block shift spring2408 is discussed further below with reference to FIG. 5.

As the two shafts are located in the hollow interior of disconnect 200,clutch ring 230 may be shifting back and forth in an axial direction, asshown by arrow 203, to engage or disengage the two shafts. The axialdirection may be parallel to a central axis 215 of the disconnect 200.In this sense, engaging the two shafts may include clutch ring 230meshing with the gear teeth of both shafts, thereby effectively creatinga substantially rigid connection between the shafts, such that power androtation may be transferred (e.g., completely transferred) between theshafts. Conversely, disengaging the two shafts may include clutch ring230 meshing with the gear teeth of only one of the shafts, therebymaintaining separation (e.g., no coupling) between the two shafts andallowing the shafts to independently rotate. As one example, the firstset of gear teeth of the clutch ring 230, as described above, may engagewith one shaft of the two shafts while the second set of teeth of theclutch ring 230 engages with the other shaft of the two shafts. Whenshifting from the 4×2 position to the 4×4 position, the clutch ring 230moves in the positive axial direction, as shown by arrow 203.

Throughout this disclosure, translational movement in the axialdirection (e.g., in a direction of central axis 215) as shown by thearrow 203 in FIGS. 2-3 may be referred to as the axial direction orpositive axial direction, whereas translational movement in the oppositedirection may be referred to as the negative axial direction.Furthermore, the negative axial direction may be a first direction whilethe positive axial direction may be a second direction. Finally,rotation about the axial direction or central axis 215 may also bereferred to as clockwise or counterclockwise rotation depending on thedirection or rotation. Since disconnect 200 and its various componentscomprise generally circular shapes, some of those components may rotateabout their center axes which may be collinear with the axial direction.

The various components of EMPD assembly 200 may be contained in ahousing (not shown in FIGS. 2-3). For example, the housing of thedisconnect 200 may entirely surround and encase the components of thedisconnect 200. As such, the disconnect housing may provide at leastpartial protection from foreign material such as grease, dust, and oilfrom interfering with the moving parts of disconnect 200. The housingmay include a number of mounting flanges for fixing the disconnect 200to a stationary vehicle component. Embodiments of a disconnect housingare shown in FIGS. 17-24 as described further below.

The disconnect 200 further includes an electromagnetic coil 220, a coilreturn spring 2418, an armature cam assembly 2405 including an armature2406 and cam 2404, a shifter 2416, a block shift spring 2408, a latchingring housing 263 (also referred to herein as a carrier), and a latchingmechanism including a latching ring 260, a latch cam ring 261, and alatch guide ring 271. The latch cam ring 261 and a latch guide ring 271are shown in FIG. 4 and not seen in FIGS. 2-3. The electromagnetic coil220 triggers actuation of disconnect 200 and movement of clutch ring230, as described further below. The coil 220 includes a planar contactsurface, facing in the axial direction, for contacting the armature2406. The coil 220 further includes a contact assembly 303 whichprovides an electrical connection between the coil 220 and a printedcircuit board (PCB) 207 of a controller 2414 of the disconnect 200. Thecontact assembly 303 is coupled to a side of the coil 220 opposite theside facing the rest of the components of the disconnect 200.

The controller 2414 (as seen in FIG. 4) including the PCB 207 includesseveral electrical devices 211 attached to the PCB 207. Electricaldevices 211 may be microprocessors and other components for executingstored instructions (stored on a memory of the microprocessors) forvarious tasks. The controller 2414 may be referred to herein as thedisconnect controller. As described further below with reference toFIGS. 10-11, the controller may receive various signals such as shiftingcommands (e.g., 4×2 or 4×4 commands) from a device external to thedisconnect 200, such as a vehicle controller, and a position sensor 208(hidden in FIGS. 2-4, but may be seen in FIGS. 19 and 20, as describedfurther below). The controller 2414 may then process the receivedsignals and send signals to various actuators of disconnect components,such as the coil 220 (e.g., by energizing the coil) to shift the clutchring 230 into an engaged (e.g., 4×4 position) or disengaged (4×2position) position. As such, the controller 2414 executes theinstructions stored within its memory in combination with varioussensors and actuators of the disconnect 200.

Furthermore, a number of screws 210 may fix the PCB 207 to an outersurface of the latch cam ring 261. The position sensor 208 is coupled toa bottom surface of the PCB 207 (hidden in FIG. 4) and, as seen in FIGS.19 and 20 and described further below, extends radially inward through aslot in a top surface of the latch cam ring 261. As such, the positionsensor 208 interfaces with two magnets 212 integrated into the latchingring housing 263. More specifically, the two magnets 212 are included ona top (with respect to ground on which a vehicle sits when thedisconnect 200 is installed on a vehicle drivetrain), outer surface of afirst guide lug. As shown in FIG. 2, the two magnets 212 are imbeddedinto the latching ring housing 263 and are spaced a distance apart fromone another across the width of the latching ring housing 263. Thelatching ring housing 263 includes three guide lugs 213 (as seen in FIG.4) spaced around an outer circumference of the latching ring housing263. Each of the three guide lugs 213 extend outwardly from an outersurface of the latching ring housing 263, in a radial direction (theradial direction perpendicular to the axial direction) and extend acrossthe width of the latching ring housing 263, in the axial direction. Thethree guide lugs 213 aid in centering the latching ring housing 263during translational (e.g., axial) movement. In this way, the magnets212 in the topmost guide lug may remain in the same circumferentialalignment with the position sensor 208 on the PCB 207. For example, thethree guide lugs 213 interface with corresponding grooves (e.g., slots)259 (as seen in FIG. 4) in an interior surface of the latch cam ring261. In other embodiments, the latching ring housing 263 may includemore or less than three guide lugs 213 and/or more or less than twomagnets 212. As described further below, the axial alignment of thelatching ring housing 263 and the current shift position of thedisconnect 200 may be determined based on whether the position sensor208 is in axially alignment with, and therefore senses, the magnets 212.

The armature cam assembly 2405 includes the armature 2406 which isdirectly coupled to (e.g., attached to) the cam 2404, without anyadditional intervening components separating the armature 2406 and thecam 2404. As one example, the armature 2406 and cam 2404 may be formedas one piece. The armature 2406 is a flat metal disk (e.g., thin, flatmetal ring-like plate with a center aperture) positioned in closeproximity to the stationary (e.g., non-rotatable, or rotatably fixed,around the central axis 215) coil 220. For example, when the coil 220 isnot energized, the armature 2406 and the coil 220 are separated by anair gap 408, as shown in FIGS. 2 and 3. The coil return spring 2418 isalso proximate to, and may surround a portion of, the coil 220. Forexample, as shown in FIG. 3, the coil 220 includes a stepped profilewith a larger diameter portion and smaller diameter portion, the coilreturn spring 2418 being positioned against an inner, axially facingface of the larger diameter portion and surrounding an outer surface ofthe smaller diameter portion. As described further below with referenceto FIGS. 5-7, when the coil 220 is energized, the coil 220 is attractedto the metallic armature 2406.

As seen in FIGS. 3 and 4, the cam 2404 includes a series ofbi-directional ramps positioned around a circumference of the cam 2404.Each bi-directional ramp includes a vertex 307 proximate to the armature2406. Further, the series of bi-directional ramps includes a base 309positioned between two adjacent (e.g., consecutive) vertices 307. Assuch, each ramp portion of the bi-directional ramps extends between avertex 307 and a base 309.

The shifter 2416 is positioned adjacent to the cam 2404. The shifter2416 includes a guide portion 2415 and cage portion 2417. The guideportion 2415 is closer to the cam 2404, in the axial direction, than thecage portion 2417. The guide portion 2415 comprises a raised surfaceprofile that extends radially away from an outer surface of the shifter2416. The raised profile includes a series of guides positioned around acircumference of the shifter 2416. Specifically, each of the guidesextends axially from a base portion of the raised profile and toward thecam 2404, the base portion extending around the circumference of theshifter 2416. The guides are positioned a distance away from one anotheraround the circumference of the shifter 2416, thereby creating flat andplanar, low points at the base portion and high points at an apex ofeach guide. Each of the guides of the guide portion 2415 interfaces withone apex 307 and corresponding ramps of the cam 2404. Further, eachsection of the base portion, between two adjacent guides, interfaceswith one base 309 of the cam 2404. The number of vertices 307 of the cam2404 is equal to the number of guides of the guide portion 2415 of theshifter 2416. As shown in FIG. 3, the guides of the guide portion 2415may be shaped (e.g., with an apex and angled sides) to fit within anapex 307 of the cam 2404 when the disconnect 200 is in a 4×2 position,as explained further below with reference to FIG. 5.

The cage portion 2417 of shifter 2416 includes a plurality of externalsplines (e.g., fingers) 403 and posts 405 positioned around thecircumference of the cage portion 2417 and extending from a centerportion of the shifter 2416 in a direction opposite the direction inwhich the guides of the guide portion 2415 extend. The posts 405 andexternal splines 403 couple to a cage retainer 401 (shown in FIG. 4).The cage retainer 401 holds the clutch ring 230 within the cage portion2417. Specifically, the posts 405 insert into corresponding apertures407 in the cage retainer 401 and the external splines 303 insert andsnap into corresponding apertures 409 in the cage retainer 401 in orderto hold the cage retainer 401 in space against the shifter 2416.

The cage portion 2417 further includes a plurality of internal splines2419 arranged on an interior surface of the cage portion 2417 and arounda circumference of the shifter 2416. Each of the internal splines 2419is attached to a corresponding post body including one of the posts 405.Each of the internal splines 2419 interfaces with one of a plurality ofspline cutouts 231 positioned around an outer surface (e.g., along anouter diameter) of the clutch ring 230. As such, the clutch ring 230 isfixed to the cage portion 2417 of the shifter 2416 via mating engagementbetween the spline cutouts 231 and the splines 2419. As such, theinternal splines 2419 transmit torque to the clutch ring 230. Saidanother way, the shifter 2416 and clutch ring 230 are fixed to oneanother and therefore rotate and translate together about the centralaxis 215 as a single unit. In this way, as described further below,translational movement of the shifter 2416 in the axial directionresults in coordinated translational movement of the clutch ring 230,thereby providing selective engagement between the two rotatingcomponents external to disconnect 200.

As introduced above, the disconnect 200 includes a latching mechanismincluding the latching ring 260 (which rotates and translates in theaxial direction), the latch cam ring 261, and the latch guide ring 271.The latching ring 260 comprises a generally circular, annular shape witha hollow interior. An outer surface (e.g., outer circumference) oflatching ring 260 includes a number of protruding pins 2412 that areevenly spaced around the circumference of the latching ring 260. Saidanother way, the pins 2412 are pins attached to an exterior radialsurface of the latching ring 260. In alternate embodiments, the pins2412 may not be evenly space around the circumference of the latchingring 260. The pins 2412 extend outwardly from the outer surface of thelatching ring 260, in a radial direction (the radial directionperpendicular to the axial direction).

As seen in FIGS. 2 and 4, the latching ring housing 263 includes astepped recess 239 for holding latching ring 260. For example, an innersurface of the latching ring 260 fits around an outer surface of thestepped recess 239. Further, the stepped recess 239 has a smallerdiameter than the remaining portion of the latching ring housing 264including the guide lugs 213. For example, latching ring housing 263allows the latching ring 260 to rotate freely about the central axis 215but only allows the latching ring 260 to translate (i.e. move linearly)a limited amount in the axial direction.

As shown in FIG. 4, the latching mechanism further includes a stationarylatch cam ring 261 (which provides an inner track) and a stationarylatch guide ring 271 (which provides an outer track). The latch cam ring261 and the latch guide ring 271 (shown in FIG. 4) surround and areexterior to other components of the disconnect 200 described above, suchas the armature cam assembly 2405, the clutch ring 230, and the shifter2416. As such, the latch cam ring 261 and the latch guide ring 271 maybe located directly interior to an inner surface of a housing of thedisconnect 200. Latch cam ring 261 and latch guide ring 271 are heldstationary relative to a fixed housing of the disconnect 200. That is tosay, latch cam ring 261 and latch guide ring 271 do not rotate ortranslate with respect to the central axis 215. The latch cam ring 261and the latch guide ring 271 are positioned adjacent to each other alongthe central axis 215 and form a pattern of peaks and valleys arrangedaround a circumference of the latch cam ring 261 and latch guide ring271. A space formed by the peaks and valleys is referred to herein as alatching track profile 265 (shown in FIG. 8, described further below).More specifically, the latch cam ring 261 includes a first series ofteeth forming a pattern of differently sized indentations extending intothe latch cam ring 261 from a first end of the latch cam ringinterfacing with the latch guide ring 271, wherein the first series ofteeth extend around a circumference of the latch cam ring 261. The latchguide ring 271 includes a second series of teeth forming a patternconsistently sized indentations extending into the latch guide ring 271from a first end of the latch guide ring 271 interfacing with the latchcam ring 261. The pins 2412 of the latching ring 260 fit within and areconstrained to travel along and follow the latching track profile 265formed between the latch guide ring 271 and the latch cam ring 261, asdescribed further below with reference to FIG. 8.

The disconnect 200 further includes one or more retaining rings 277 thathold the components of disconnect 200 in place. Additionally, thedisconnect 200 includes a washer 301, as seen in FIG. 4, the reduceswear between plastic components of the disconnect 200. As explainedabove, the armature 2406 comprises metal. However, other components ofthe disconnect 200, such as the shifter 2416, cam 2404, and latchingring housing 263 may comprise a plastic material. The washer 301 ispositioned between the rotatable shifter 2416 and the stationary (e.g.,fixed and non-rotatable) latching ring housing 263. As a result, wearbetween the shifter 2416 and latching ring housing 263 is reduced,thereby increasing the longevity and reliability of the disconnect 200.In some embodiments, the disconnect 200 may further include one or moreseals for providing a protective seal between the disconnect componentsand the rotating component, such as an axle and a housing of thedisconnect 200. As such, dust and other material may be substantiallyprevented from entering or escaping the interior of disconnect 200.

The disconnect 200 described above with reference to FIGS. 2-4 includesa series of stationary and moving components. When a component isdescribed as being stationary (e.g., stationary in all direction) itmeans it does not move relative to other components of the disconnectand relative to an outer housing surrounding the components of thedisconnect 200. Further, moving components may rotate around the centralaxis 215 of the disconnect 200 and/or translate in the positive and/ornegative axial direction, with respect to the central axis 215. Asdescribed above, latch cam ring 261 and latch guide ring 271 arecompletely stationary components and do not translate in the axialdirection or rotate about the central axis 215. As such, thesecomponents are fixed and may be coupled to a housing of the disconnectthat surrounds and encases the disconnect components. The coil 220 isrotationally fixed (e.g., does not rotate about the central axis 215)and is constrained to move only a limited amount in the axial direction(e.g., just enough to close the air gap between the coil 220 andarmature 2406). The shifter 2416 is coupled to the clutch ring 230 andthese components translate in the axial direction and rotate about thecentral axis 215 together as one unit. In response to translationalmovement of the shifter 2416, the latching ring housing 263 and latchingring 260 also translate in the axial direction (e.g., positive andnegative axial direction). However, the latching ring housing 263 isfixed from rotation such that it does not rotate around the central axis215. The latching ring 260 may also rotate about the central axis 215 asis travels back and forth between and along a track surface of the latchcam ring 261 and a track surface of the latch guide ring 271 (thelatching track profile 265 formed between the track surfaces of thelatch cam ring and latch guide ring). The armature 2406 and cam 2404 arefixed together as one unit (e.g., armature cam assembly 2405) and thusrotate and translate along the axial direction together. When the coil220 is not energized, it is not attracted to and attached to thearmature 2406. As a result, the armature 2406 and cam 2404 may freelyrotate about the central axis 215 along with the shifter 2416. However,when the coil 220 is energized, the armature 2406 is attracted to thecoil 220 and touches the coil 220. As a result, the armature 2406 andcam 2404 slow down or stop rotating. Further details on the shiftingmodes of the EMPD 200 are discussed below with reference to FIGS. 5-11.

In this way, the EMPD assembly 200 may adjust the clutch ring of theassembly into a 4×4 position wherein two rotating components (e.g.,axles or shafts of a vehicle powertrain) are rotatably coupled to oneanother and into a 4×2 position wherein two rotating components are notrotatably coupled to one another. FIGS. 5-7 show cross-sectional andassembled views of the EMPD 200 in the different shift positions (e.g.,4×2, end of shift, and 4×4 positions, respectively). Components of theEMPD shown in FIGS. 5-7 may be the same as components shown in FIGS. 2-4and as described above. As such, these components are similarly numberedand may not be re-introduced below with reference to FIGS. 5-7.Specifically, FIG. 5 shows a schematic 500 of a first assembled view 501and first cross-sectional assembled view 503, taken along section A-A ofview 501, of the disconnect 200 in a first, 4×2 position (e.g.,disengaged position). FIG. 7 shows a schematic 700 of a second assembledview 701 and second cross-sectional assembled view 703, taken alongsection A-A of view 701, of the disconnect 200 in a second, 4×4 position(e.g., engaged position). FIG. 6 shows a schematic 600 of a thirdassembled view 601 and third cross-sectional assembled view 603, takenalong section A-A of view 601, of the disconnect 200 in a third, end ofshift (EOS) position. The positions may correspond to shifting modes ofthe vehicle, wherein a shift command may be sent to a vehiclecontroller, which may in turn be sent to the disconnect controller 2414in order to actuate EMPD assembly 200 accordingly.

In the 4×2 position, shown in FIG. 5, clutch ring 230 is only engagedwith one rotating component (not shown) while another rotating component(not shown) is allowed to rotate independently. In the 4×2 position, thecoil 220 and the armature 2406 are separated from one another by air gap408. Additionally, the guides of the guide portion 2415 of the shifter2416 are positioned against (and interfacing with) the apexes 307 of thecam 2404. Further, the base portions of the guide portion 2415 of theshifter 2416 are positioned against (and interfacing with) the bases 309of the cam 2404. As such, empty space between the shifter 2416 and cam2404 may be minimized relative to the 4×4 position. Since the shifter2416 is coupled to the clutch ring 230, the shifter 2416 rotates alongwith the clutch ring 230 (and the rotating component it is engagedwith). Additionally, the cam 2404 rotates along with the shifter 2416due to the interfacing guides and bi-directional ramps of the shifter2416 and cam 2404, respectively.

When a shift from the 4×2 to the 4×4 mode is commanded, the vehiclecontroller may determine if it is safe to connect the two rotatingcomponents. For example, in some embodiments, the two rotatingcomponents may need to be rotating in the same direction correspondingto vehicle forward or reverse. Upon receiving a shift command to shiftthe disconnect 200 into the 4×4 position, the controller 2414 provideselectric current to the electromagnetic coil 220 via the contactassembly 303 (described above with reference to FIG. 3) in order toenergize the coil 220. According to the properties of electromagnetism,energizing coil 220 may create a magnetic field surrounding the coil. Assuch, coil 220 is attracted to armature 2406, which is composed of asuitable metallic material for interaction with the magnetic fieldproduced by coil 220. While coil 220 is fixed from rotating, armature2406 (and cam 2404, attached to the armature 2406) rotates with theshifter 2416 and clutch ring 230, as described above. Since coil 220 isfree to translate a limited amount, coil 220 moves, in the positiveaxial direction, into contact with armature 2406, effectively closingthe air gap 408 and thereby creating friction between the coil 220 andthe armature 2406. As such, rotation of armature 2406 may be slowed orstopped. When the armature 2406 and cam 2404 are rotating slower thanthe shifter 2416, the bi-direction ramps of the cam 2404 produce a forceagainst the guides of the shifter 2416. As a result, as shown in view701, the guides of the shifter 2416 slide partially along the ramps ofthe cam 2406, away from the apexes and toward the bases of the cam 2406.This causes the shifter 2416 to move away from the cam 2404, in thepositive axial direction (shown at 203). Since the shifter 2416 isattached to the clutch ring 230, both components translate in the axialdirection (e.g., positive axial direction) as a single unit. In thisway, the actuation force provided by energized coil 220 and armature2406 may force the clutch ring assembly in the positive axial directionand into engagement with a second rotating component. The axial motionof the shifter 2416 subsequently acts on the clutch ring 230 to producea shift from the disengaged to the engaged position, thereby shiftingfrom the 4×2 to the 4×4 position.

As described above and further below with reference to FIG. 8, thedisconnect 200 includes a latching mechanism for holding the disconnectin the 4×4 position without requiring the coil 220 to stay energized.For example, it is advantageous to only energize the coil 220 whenshifting from one position to another. However, if the latchingmechanism is not included in the disconnect assembly, de-energizing thecoil 220 would result in the armature 2406 and cam 2404 being free torotate along with the shifter 2416 and the return spring 2410 thenreturns the clutch ring 230 to the 4×2 position (by translating theshifter 2416 and clutch ring 230 in the negative axial direction).Instead, when the 4×4 position in commanded, the coil 220 is energizedand the clutch ring 230 is shifted into the 4×4 position as describedabove. In addition to this motion, the latching mechanism holds thedisconnect 200 in the 4×4 position, even after the coil 220 isde-energized. In this state, the vehicle will stay in the 4×4 mode untilthe 4×2 mode is selected.

When a shift from the 4×2 to the 4×4 mode is commanded, the controller2414 again provides electric current to the electromagnetic coil 220 viathe contact assembly 303 in order to energize the coil 220. As a result,the guides of the guide portion 2415 of the shifter 2416 travel furtherup the ramps of the cam 2404 until the guides come into contact with thenon-ramped base ends of the bi-directional ramps (e.g., bases 309) ofcam 2404. This position is referred to as an end-of-shift (EOS) positionand is shown in FIG. 6. The additional travel distance causes thelatching mechanism to flip, as described further below with reference toFIG. 8. Once the latching mechanism has flipped, the coil 220 may bede-energized. When the coil 220 is de-energized from the EOS position,the coil 220 moves away from the armature 2406 and an air gap 408 isagain present between the coil 220 and armature 2406. The armature 2406and cam 2404 are then free to move along with the shifter 2416 and thereturn spring 2410 returns the clutch ring 230 to the 4×2 position. Thevehicle drive mode may cycle between the 4×2 and 4×4 position every timethe coil 220 is energized for a brief duration or pulsed.

Additionally, if the clutch ring 230 cannot shift because the clutchteeth are not aligned or binding has occurred, the block shift spring2408 deflects and allows the shifter assembly to complete the commandedmotion. When the teeth are aligned or when the binding is removed, theblock shift spring 2408 will force the clutch ring into the desiredposition.

As described above, the latching mechanism holds the disconnect 200 inthe selected shift position without requiring the electromagnetic coilto remain energized. In this way, the coil may only be energized whenmoving from one shift position to another. An example latching mechanismthat may be employed in the disconnect 200 is shown in FIG. 8.Specifically, FIG. 8 shows a schematic 750 of a latching track profile265 from a top view of disconnect assembly 200. The latching trackprofile 265 is formed between a stationary latch cam ring 261 and astationary latch guide ring 271. The latching mechanism further includesa translating (in the axial direction) and rotating latching ring 260including a plurality of radially oriented pins 2412 that travel alongthe track profile (e.g., track) 265. A travel path of one pin 2412 ofthe latching ring 260 is shown in FIG. 8. Track surfaces of the latchcam ring 261 and latch guide ring 271 form a pattern of peaks andvalleys arranged in the circular latching track profile 265. Asintroduced above with reference to FIGS. 3-4, the latch guide ring 271includes a second series of teeth 751 forming a pattern of consistentlysized grooves (e.g., indentations), two grooves 752 and 759 of theseries of grooves shown in FIG. 8, extending into the latch guide ring271. The latch cam ring 261 includes a first series of teeth 753 forminga repeating pattern around a circumference of the latch cam ring 261 ofshallower grooves (e.g., detent), two shallower grooves 754 and 757shown in FIG. 8, and deeper grooves (e.g., detent), one deeper groove755 shown in FIG. 8. The latching track profile 265 is formed by theseries of grooves (e.g., 752 and 759 shown in FIG. 8), shallower grooves(e.g., 754 shown in FIG. 8), and deeper grooves (e.g., 755 shown in FIG.8), and the space separating the teeth of the latch cam ring 261 andlatch guide ring 271. Only a portion of all the grooves of the latch camring 261 and latch guide ring 271 are shown in FIG. 8.

The latching ring 260 rotates as the pins 2412 travel up and down thepeaks and valleys of the track 265, the peaks and valleys of the trackformed by the track surfaces (e.g., tooth pattern) of the latch cam ringand latch guide ring. The grooves, along the track surface, of the latchcam ring 261 include the shallower grooves 754 and 757 where the pin2412 may stop in a stable position. The pin 2412 may also stop in thedeeper groove 755 which is a naturally stable position. When theshifting mechanism of disconnect 200 shifts position (and moves in thepositive axial direction) as previously described, the latch ring pins2412 are forced against the track surface of the latch guide ring 271and travel along the latch guide ring side of the track 265. The motionof the pins 2412 is stopped at a precise point by stop grooves 752 and759 on the latch guide ring 271. A first stop groove (e.g., EOS groove)752, which is the latch groove guide EOS position 756, is positionedsuch that the latch ring pin 2412 will advance to the stable deepergroove 755 and the latch groove 4×2 position 758 when a shift to the 4×2mode is completed. A second stop groove 759 is positioned at 760 in sucha way that the latch ring pin 2412 will advance to the stable shallowergroove 757 and the latch groove 4×4 position 762 when a shift to the 4×4mode is completed. The latch ring rotates and advances in one directionas it alternates between shallower grooves 754 and 757 and deepergrooves 755 each time a mode shift is made. It should be appreciatedthat the latching system may be reversed so that the deeper groove 755corresponds to the 4×4 position and the shallower groove 754 and 757corresponds to 4×2 position.

When the electromagnetic coil 220 is turned on or energized, clutch ring230 and latching ring 260 translates in the positive axial direction, asshown at 203. As such, the pins 2412 of latching ring 260 also movesgenerally in the positive axial direction (and against the latch guidering 271). In addition to that movement, the pins may also rotate aboutthe central axis of the disconnect 200 due to the offset positioningbetween the latch cam ring 261 and the latch guide ring 271. Explicitly,rotation about the central axis is shown by the clockwise rotationaldirection 764. In this way, axial movement of the pins 2412 reactsagainst latch guide ring 271 such that the teeth of latch guide ring 271act as a wedge against which the pins 2412 may slide. The sliding motionof the pins 2412 along the track surface of the latch guide ring 271cause the latching ring 260 to rotate until the pins 2412 reach a groovein the track surface. In the example seen in FIG. 8, the pin 2412 maystart at a first 4×4 groove 754 (or second self-locking position) of theprofile 265, and upon energizing the coil, the pin 2412 follows theenergized path 770 and moves up to the first EOS groove 752. When thepin 2412 is inside EOS groove 752, the clutch ring and latching ringassemblies may correspondingly be in the EOS position.

As previously mentioned, upon reaching the EOS position with the pin2412 in the EOS groove 756, the coil may be turned off (e.g.,de-energized), whereupon the armature 2406 and cam 2404 are free torotate with the shifter 2416, thereby moving the guides of the shifter2416 back down the ramps of cam 2404 which moves the shifter axiallytoward the cam 2404. In turn, the clutch ring 230 moves in the negativeaxial direction. In a similar way, the pin 2412 of latching ring 260 mayalso generally move in the negative axial direction while also rotatingabout the central axis of the disconnect 200, following the profile ofthe latch cam ring 261 along de-energized path 772 until the 4×2 groove(e.g., deeper groove) 755 (e.g., first self-locking position) is reachedby the pin 2412. If a subsequent shifting command were given, then thecoil 220 would again be turned on (e.g., energized), causing the clutchand latching ring assemblies to move in the axial direction. As aresult, the pin 2412 follows the energized path 774 until it reaches thesecond stop groove 759. The coil 220 may again be turned off (e.g.,de-energized), allowing the shifter 2416 and clutch ring 230 to move inthe negative axial direction, thereby causing the pin 2412 to travelalong the profile of the latch cam ring 261, along the de-energized path776, until the pin comes into contact with a second 4×4 groove (e.g.,shallower groove) 757. In this way, when the pin 2412 is located in 4×4grooves 754 or 757 (e.g., second self-locking positions), the disconnectassembly 200 is in the 4×4 position. Similarly, when the pin 2412 islocated in the 4×2 groove 755 (e.g., first self-locking position), thedisconnect assembly 200 is in the 4×2 position. In this way, when thedisconnect is in one of the first or second self-locking positions, thedisconnect remains in the corresponding 4×2 or 4×4 position withoutmaintaining the coil 220 energized (e.g., the coil may be turned off).Although only five grooves are shown in FIG. 8, it is understood thatthe pattern of the grooves and profile 265 are repeated along theperiphery of latch cam ring 261 and latch guide ring 271. Furthermore,multiple pins 2412 may be located in profile 265. In particular, thenumber of grooves may be a multiple of the number of pins 2412 oflatching ring 260. For example, if the latching ring were to contain 5pins, then there may be 20 or 25 grooves located on the latching trackprofile 265. As shown in FIG. 4, the latching ring 260 includes 8 pins.However, a number of pins greater or less than 8 is also possible.

From the shifting procedures to move the disconnect assembly 200 intothe 4×2 and 4×4 positions, it can be seen that the clutch ring assembly(e.g., clutch ring 230, shifter 2416, cam 2406, block shift spring 2408and cage retainer 401) and latching ring assembly (e.g., latching ring260, retaining ring 277, and latch ring housing 263) operate as separatecomponents with common translational motion in the axial direction. Assuch, the clutch ring and latching ring assemblies may translate as asubstantially single unit. The clutch ring and latching ring assembliesmay be collectively referred to as a cam follower mechanism. Thelatching ring assembly, including the latching ring 260 and latchingring housing 263, interacts with the latching track profile 265 to holdthe latching ring assembly and clutch ring assembly in the 4×2 and 4×4positions via intermediate shifting to the EOS position. When coil 220is energized, the clutch and latching ring assemblies may be moved andheld in the EOS position. Conversely, when coil 220 is de-energized, theclutch and latching ring assemblies may be moved and held in theirsteady-state 4×2 and 4×4 positions by the latching ring assembly (e.g.,latching ring mechanism described above). Again, latching ring housing263 may allow latching ring 260 to rotate freely about the central axisof the disconnect 200 but constrain the latching ring 260 to translatein the axial direction a limited amount. The limited amount oftranslational movement may decrease the amount of rotational dragbetween the latching ring 260 and latching ring housing 263 duringshifting motions. Furthermore, latching ring housing 263 may beconstrained in disconnect 200 such that the latching ring housing 263can translate but is fixed from rotating. As such, latching ring housing263 may apply only axial (translational) forces to the latching ring 260independent of forward or reverse vehicle direction.

The latching track profile 265, providing the grooves corresponding toeach of the 4×2, 4×4, and EOS positions of the disconnect 200, isattached to the latching ring assembly via the pins 2412 of latchingring 260. The track profile 265 may be stationary within a housing ofthe disconnect and biased to constrain the pins 2412 to rotate in asingle rotational direction. As seen in FIG. 8, the biased feature ofprofile 265 may be produced by the misalignment between latch cam ring261 and latch guide ring 271. Particularly, latch cam ring 261 may beshifted in the clockwise direction such that the pin is biased to moveonly in the clockwise direction and not in the counterclockwisedirection. In general, the pin 2412 may be constrained by track 265 toonly rotate in a single rotational direction without reversingdirections. In this way, when latching ring 260 is actuated in thepositive or negative axial directions by either the clutch ring assemblyor de-energizing of the coil 220, the pins 2412 move accordingly in theclockwise direction until reaching one of the grooves 754, 752, 755,759, or 757. If the clutch ring and latching ring assemblies do not moveto the EOS position such that the pin 2412 does not reach the EOS groove752 or groove 759, then the components may return back to the previousstate. It is noted that the 4×2 and 4×4 grooves may be reversed. Theclutch ring assembly may drive movement of the disconnect 200 betweenthe 4×2 and 4×4 positions while the latching ring assembly may hold thedisconnect 200 in the 4×2 and 4×4 positions.

The EMPD assembly 200 may further include a magnetic position sensorassembly for determining a shift position of the assembly, as introducedabove. The position sensor assembly includes the magnets 212 embeddedinto the latching ring housing 263 and position sensor 208 shown inFIGS. 19 and 20, as described further below. Since the latching ringhousing 263 is constrained to freely translate but cannot rotate,magnets 212 may only translate without rotating about the central axis215 of the disconnect 200. The position sensor 208 may be a magneticsensor such that the sensor can detect the strength of the magneticforce of magnets 212. Therefore, an external vehicle controllerreceiving signals from sensor 208 may correlate magnetic force with theposition of the disconnect assembly 200, that is, the position of theclutch ring assembly and latching ring assembly, in particular clutchring 230. For example, sensor 208 may be mounted directly above magnet212 when the disconnect 200 is in the EOS position. The sensor 208 maydetect the strength of the magnetic force of magnet 212 throughout itsaxial movement from the EOS position to the 4×2 and 4×4 positions. Inthis way, the sensor 208 may detect the 4×2, 4×4, and EOS positions ofthe clutch ring 230 along with any clutch ring position in between orbeyond the 4×2, 4×4, and EOS positions. With magnetic force signals fromsensor 208, the vehicle controller or other controller may convert forcemagnitude to the position of disconnect 200. It is noted that theperformance of sensor 208 may be unaffected by the localized magneticfield generated by coil 220 since the magnetic coil field may beconcentrated around the coil 220 and armature 2406. By using a magneticsensor 208, no contact may be necessary between the sensor assembly andactuating components of disconnect 200. As such, the non-contact sensorassembly may reduce degradation of disconnect 200.

FIG. 9 shows an example graph 900 of the relationship between shiftingposition of the EMPD assembly 200 and an output of the magnetic positionsensor 208. As seen, the first horizontal axis of graph 900 is shiftposition of the disconnect assembly 200 while the vertical axis is thesignal output of sensor 208, measured in a percentage of a maximalvoltage signal output by the position sensor (%). The second horizontalaxis of graph 900 is magnetic flux density, B, of the magnets 212,measured in Gauss (G). In this example, a linear relationship existsbetween shift position and sensor output and magnetic flux density andsensor output. While the 4×2 position corresponds to a lower voltagesignal (e.g., around 0%), the 4×4 position corresponds to a highervoltage signal (e.g., around 50%), and the EOS position corresponds tothe highest voltage signal of graph 900 (e.g., around 100%). In thiscase, if sensor 208 outputs a higher voltage when a higher magnetic fluxfrom magnet 212 is detected, then sensor 208 may be positioned directlyabove magnets 212 when disconnect 200 is in the EOS position. As such,detected magnetic flux (e.g., force) may be highest at the EOS positionas is reflected by the highest output voltage of graph 900. In thecontext of graph 900, higher or lower voltage signals or magnetic fieldsare relative to each other. For example, the voltage signalcorresponding to the 4×4 position may be higher than the voltage signalof the 4×2 position but lower than the voltage signal of the EOSposition. Other relationships between position and sensor signal outputmay be possible while still pertaining to the scope of the presentdisclosure.

As one embodiment, only a limited-duration pulse of current may bedelivered to coil 220 of the EMPD assembly 200 to conduct a shiftingoperation regardless of vehicle speed. When coil 220 is energized toshift disconnect 200, the magnetic position sensor measures the positionof clutch ring 230, via the clutch and latching ring assemblies and theembedded magnet 212, in real time until the EOS position is reached or amaximum allowable time for the coil pulse has passed. The maximumallowable pulse time may be a pre-determined time to energize coil untilautomatic de-energizing occurs to avoid excessive degradation of thecoil 220 and armature 2406 and heat generation. During an event when theclutch ring assembly cannot shift, such as in a pinch torque condition,the maximum allowable pulse time may not allow the coil 220 to remaincontinuously energized and damage the disconnect assembly 200. When thecoil 220 is de-energized, the position sensor 208 may track the positionof the disconnect assembly 200 until a steady-state is reachedcorresponding to the 4×2 or 4×4 positions. If the desired position isnot detected, then the coil 220 may again be energized to shift theclutch and latching ring assemblies until the desired position isattained. In this way, by minimizing energizing time of the coil 220,the amount of energy consumption may be reduced. Pulsing current throughcoil 220 may consume significantly less energy than other disconnectassemblies that may require a continuous flow of current. Furthermore,other adverse effects associated with electromagnetic disconnect systemsmay be reduced, such as component wear, heat generation, and noise,vibration, and harshness.

In this way, with the EMPD assembly 200 of FIGS. 2-9, a self-containeddisconnect system is provided that may utilize a smart controller andclosed loop system to reduce vehicle overhead control. The smartcontroller aspect of EMPD assembly 200 may be manifested through use ofcontroller 2414. In particular, the external vehicle controller may sendcommand signals for shifting to 4×2 or 4×4 modes to the controller 2414of disconnect assembly 200 while receiving feedback signals to verifythe disconnect position. In one example control system of disconnectassembly 200, the feedback signals may be analog so a single wire maycarry disconnect position and error signals. Furthermore, in vehiclesthat incorporate multiple disconnect assemblies 200, the feedbacksignals may report the status of each disconnect assembly 200 duringnormal operation, servicing, and if any of the disconnects fail.Additionally, if one disconnect of a vehicle becomes out-of-sync duringservicing, the control system may correct the sync issue by actuatingone disconnect assembly independent of the others in the vehicle.Lastly, if one disconnect assembly fails such that it is no longeroperable, the vehicle controller or other controller may report thefailure and failure location to an operator of the vehicle or atechnician.

In one example, the disconnect controller 2414 may be integrated intothe housing of the disconnect 200, the latch cam ring of the disconnect200, or packaged in an external assembly attached to EMPD assembly 200via one or more wires. The disconnect controller may include variouselectrical components such as a voltage regulator, microprocessor, and acoil driver. The coil driver may be one of a dry contact relay or asolid state switch, for example, that provides electrical current toenergize the electromagnetic coil 220 when instructed (commanded) by themicroprocessor. As explained above with reference to FIG. 4, when thedisconnect controller is part of the disconnect 200, the electricalcomponents may be attached to PCB 207 as devices 211.

In some embodiments, an additional, multi-plate clutch may be coupled inseries with the disconnect 200 including the clutch ring 230. As oneexample, the multi-plate clutch (which may also be referred to as afriction clutch) may include a set of wedge plates rotationally coupledto one of the two rotating components that are selectively engaged bythe clutch ring 230 and a set of clutch plates rotationally coupled tothe other one of the two rotating components that are selectivelyengaged by the clutch ring 230. A pressure plate (e.g., piston plate)may compress the wedge and friction plates to synchronize the speedsbetween the two rotating components. The clutch ring 230 of thedisconnect 200 may then be used as a locking clutch to lock the tworotating components to one another, thereby fully engaging the tworotating components for complete torque transfer between the tworotating components. It should be noted that the multi-plate clutchdescribed above may be included in series with any one of the EMPDassemblies described herein.

FIGS. 10 and 11 depict a method 800 for operating the EMPD assembly 200.It is noted that the various steps and decision-making processes may bestored in the memory of a main vehicle controller external to thedisconnect assembly 200. In other examples, a localized hub controllermay be coupled directly to assembly 200 and execute the steps of method800 while communicating with the external, main vehicle controller. Inyet another example, the various steps and decision-making processes ofmethod 800 may be stored in a memory of the disconnect controller (suchas controller 2414 shown in FIG. 4). As such, the disconnect controllermay execute method 800 in combination with the various sensors (e.g.,position sensor 208) and actuators (e.g., contact assembly 303 of coil220) of the EMPD assembly. To reiterate, the 4×2 (2WD) or first modecorresponds to the first position where clutch ring 230 engages only onrotating component (e.g., shaft or axle) while the 4×4 (4WD) or secondmode corresponds to the second position where clutch ring 230 engagesboth rotating components (e.g., both shafts or components arrangedproximate to the EMPD), thereby coupling the two rotating componentstogether. Lastly, the end-of-shift (EOS) position corresponds to wherethe clutch ring 230 and other attached components are farthest shiftedin the axial direction when coil 220 is energized. This can be seengraphically in FIG. 9, where the EOS position is the rightmost positioncompared to the 4×2 and 4×4 positions. For ease of understanding,reference will be made to components and description presented withregards to the previous figures. However, method 800 may be employed inalternate EMPD assemblies having different configurations than describedabove.

First, referring to FIG. 10, at 801 the method includes performing aseries of initialization operations. The initialization operations mayinclude calibrating the position sensor (e.g., position sensor 208) somagnetic force may be correlated to the 4×2, 4×4, or EOS positions,determining direction of travel of the vehicle, and synchronizing therotational speed of the two rotating components (e.g., the two rotatingcomponents that may be selectively and rotatably coupled via the clutchring of the disconnect). Next, at 802, an operator (i.e. driver) orother system may be send an input command to the controller or similardevice. The input command may be a request to shift from the 4×4 mode tothe 4×2 mode or vice versa. As such, the method at 802 may includereceiving and reading the input command from the controller. Uponreceiving the shift command, at 803 the method includes determiningwhich shift mode has been commanded (i.e. requested) by the vehicleoperator. If 4×2 operation is requested, then the process continues at813 in FIG. 11. Alternatively, if 4×4 operation is requested, then theprocess continues at 804 in FIG. 10.

At 804, the method includes determining if the EMPD assembly 200 is inthe 4×4 (second) position, that is, when clutch ring 230 along with theother components that translate axially with clutch ring 230 are in the4×4 position, thereby the two rotating components together. At step 804and the other steps of method 800 where it is determined whether theEMPD is in a certain position (e.g., 4×4, 4×2, or EOS), the controllermay determine this based on an output of a position sensor (e.g.,position sensor 208), as described above with reference to FIG. 9 and asdescribed further below with reference to FIGS. 19 and 20. If the EMPDassembly 200 is already in the 4×4 position, then at 812 the methodincludes outputting a 4×4 feedback signal to the external vehiclecontroller to notify the operator and other system of the current 4×4position. Alternatively, if at 804 the EMPD assembly 200 is not the 4×4position, then at 805 an electrical current may be sent to energize coil220. As previously explained, with energized coil 220 the clutch andlatching ring assemblies may move in the positive axial direction. Next,at 806, the sensor 208 may detect if EMPD assembly 200 is at the EOSposition defined by the pins of latching ring 260 coming intoface-sharing contact with grooves 752 or 759. If the EMPD assembly 200has not yet reached the EOS position, then at 807 a timer or otherdevice may determine if the maximum allowable time has passed. Aspreviously mentioned, the maximum allowable time for pulsing coil 220may aid in reducing degradation of coil 220 and armature 225. If themaximum allowable time has not expired, then step 806 may be repeated tocontinually check if the EMPD assembly 200 has reached the EOS position.Conversely, if the maximum allowable time has expired, then at 808current may stop flowing to coil 220, thereby de-energizing coil 220.Furthermore, a cooling period may be initiated to allow coil 220 to cooloff before proceeding back to step 806.

At 806, once the EOS position has been reached, then at 809 coil 220 maybe de-energized. Upon de-energizing coil 220, the clutch and latchingring assemblies move axially towards the 4×4 position and correspondinglatching grooves. While this motion is occurring, at 810 the sensor 208may monitor the position of the EMPD assembly 200. In one example,sensor 208 may continuously output a signal corresponding to the linearrelationship of graph 900 of FIG. 9. At 811, the method includesdetermining if the EMPD assembly 200 is in the 4×4 position. If the 4×4position has not yet been reached, then the process continues to 822 todetermine of a threshold (e.g., maximum) number of shift attempts hasbeen exceeded. If the threshold number of shift attempts has beenexceeded, the process ends. Since method 800 may repeat continuously,the method may restart at 802 instead of 801 during a single drivecycle. If the threshold number of shift attempts has not been exceeded,the method loops back to 804 to determine if the EMPD is in the 4×4position. Conversely at 811, if sensor 208 determines that EMPD assembly200 is in the 4×4 position, then at 812 the method includes outputting a4×4 feedback signal to the vehicle controller and/or vehicle operator,thereby ending method 800.

At 803, if 4×2 operation is requested, then method 800 proceeds in FIG.11. Steps 813-823 of FIG. 11 may be similar to steps 804-812 of FIG. 10,while FIG. 11 focuses on shifting to the 4×2 position. As such, for thesake of brevity, brief descriptions of each of steps 813-821 will bepresented while FIG. 10 may be referenced for more thoroughdescriptions. Referring to FIG. 11, at 813 the method includesdetermining if EMPD assembly 200 is in the 4×2 position. If the 4×2position has been reached, then the method may end at 821 by outputtinga 4×2 feedback signal to the vehicle controller. Alternatively, at 814coil 220 may be energized if the EMPD assembly 200 is not the 4×2position. At 815, if the EMPD 200 is not at the EOS position, then steps816 and/or 817 may be initiated to allow EMPD 200 to reach the EOSposition without overheating coil 220 by allowing cooling of the coiland adhering to the maximum allowable pulse time. Once the EMPD 200 isat the EOS position, then at 818 the coil 220 may be de-energized toallow the EMPD 200 to translate in the opposite, negative axialdirection. The position of EMPD 200 may be monitored by sensor 208 at819 until the method determines if EMPD 200 has reached the requested4×2 position at 820. If EMPD 200 has not reached the 4×2 position, thenseveral of the steps of FIG. 11 may be repeated after determiningwhether or not the threshold number of shift attempts has been reachedat 823. Alternatively, if the 4×2 position has been reached, then at 821the 4×2 feedback signal may be outputted to the vehicle controller,thereby ending method 800.

In this way, electromagnetic pulse disconnect assembly 200 may provideselective engagement between two rotating components while reducingelectrical power consumption and not relying on vacuum as a powersource. Since the latching mechanism including a latching ring, latchguide ring, and latch cam ring may hold disconnect 200 in the 4×4 and4×2 positions, electrical current may only be provided when shiftingbetween the 4×2 and 4×4 positions is required. Therefore, disconnect 200may conserve power where other disconnect assemblies may be providedwith a continuous current. Furthermore, the floating aspect of coil 220(e.g., movable slightly in the axial direction) as described above mayincrease the durability and longevity of coil 220 and armature 2406since coil return spring 2418 may maintain the air gap 657 when coil 220is de-energized.

Turning now to FIGS. 12-16, embodiments of a center electromagneticpulse disconnect 1802 positioned along a vehicle axle are shown. Thecenter electromagnetic pulse disconnect 1802 may have similar componentsand function similarly to the electromagnetic pulse disconnect assemblydescribed above with reference to FIGS. 2-11. The center electromagneticpulse disconnect 1802 may selectively disconnect two portions of an axle(e.g., such as two portions of front axle 134 or rear axle 132 shown inFIG. 1).

For example, FIG. 12 shows a schematic 1800 of a first embodiment of thecenter electromagnetic pulse disconnect 1802 positioned along an axle1804 of a vehicle. For example, the axle 1804 may be a front axle orrear axle of the vehicle. As shown in FIG. 12, the centerelectromagnetic pulse disconnect 1802 is positioned in a mid-portion ofthe axle 1804 and away from the wheel and tire 1818 positioned on eitherend of the axle 1804. The axle 1804 may be coupled on either end of theaxle 1804 to a half shaft 1816. Each half shaft 1816 is coupled to awheel hub 1820 with a knuckle 1824 and wheel bearing 1822 surroundingthe connecting shaft between the half shaft 1816 and wheel hub 1820. Asshown in FIG. 12, the center electromagnetic pulse disconnect 1802 ispositioned to one side of a differential 1806 (e.g., may be frontdifferential 122 or rear differential 121 shown in FIG. 1). In alternateembodiments, the center electromagnetic pulse disconnect may bepositioned on the opposite side of the differential 1806, as shown inFIG. 15, described further below.

The differential 1806 is directly coupled to a propeller shaft 1814. Thepropeller shaft 1814 may be part of or coupled to a front or rear driveshaft of the vehicle (e.g., such as front drive shaft 133 or rear driveshaft 131 shown in FIG. 1). As such, rotative power is translated from avehicle drive shaft to the differential 1806. The differential 1806,arranged along the axle 1804, then distributes the torque to each of thewheels coupled to the axle 1804. The differential 1806 is coupled on afirst side to a stub shaft 1812, the stub shaft 1812 part of the axle1804 and directly coupled to one of the half shafts 1816. Thedifferential 1806 is directly coupled on a second side, opposite thefirst side, to an intermediate shaft 1810 of the axle 1804.

The intermediate shaft 1810 is further coupled to the centerelectromagnetic pulse disconnect 1802. The center electromagnetic pulsedisconnect 1802 is also coupled to a coupler shaft 1808, the couplershaft 1808 directly coupled to another one of the half shafts 1816. Assuch, the center electromagnetic pulse disconnect may selectivelydisconnect two rotating components from one another, the two rotatingcomponents being the coupler shaft 1808, connected to a first wheel1801, and the intermediate shaft 1810, coupled to the differential 1806and thus the drive shaft of the vehicle through the propeller shaft1814.

The center electromagnetic pulse disconnect 1802 consists of onedisconnecting unit opposed to the two units of a hub lock system whichhas one assembly on each wheel. Since only one disconnecting unit isused, only one wheel (e.g., first wheel 1801) may be disconnected andthe other wheel (e.g., second wheel 1803) may remain connected (e.g., tothe drive portion of the axle 1804). For example, the centerelectromagnetic pulse disconnect 1802 shown in FIG. 12 may disconnectthe first wheel 1801 from the drivetrain while the second wheel 1803remains coupled to the drivetrain. The connected second wheel 1803,adjoining half shaft 1816, and stub shaft 1812 turn together, as do thedisconnected coupler shaft 1808, adjoining half shaft 1816, and firstwheel 1801. The intermediate shaft 1810 turns at the same speed as halfshaft 1816 connected to wheel 1803 and stub shaft 1812, but in theopposite direction because of the differential bevel gears. Since theaverage speed of the intermediate shaft 1810 and stub shaft 1812 may beapproximately zero, the differential carrier and propeller shaft 1814remain motionless. The center electromagnetic pulse disconnect 1802 mayoffer benefits over a wheel end disconnect, such as reduced overallsize, reduced cost, simplified implementation, and reduced shiftingnoise. Further, as shown in FIG. 12, the center electromagnetic pulsedisconnect 1802 and the differential 1806 may be coupled to an axlehousing 1826. The center electromagnetic pulse disconnect 1802 includesan actuator 1828 for selectively engaging and disengaging the coupledshaft 1808 and the intermediate shaft 1810, as described further belowwith reference to FIGS. 17-24.

FIG. 13 shows a schematic 1900 a second embodiment of the centerelectromagnetic pulse disconnect 1802 positioned along the axle 1804 ofa vehicle. As shown in FIG. 13, the axle 1804 (specifically, theintermediate shaft 1810 of the axle 1804) is positioned through anengine oil pan 1902. The center electromagnetic pulse disconnect 1802 ispositioned on a first side of the engine oil pan 1902 while thedifferential 1812 is positioned on a second side of the engine oil pan1902, the second side opposite the first side along a length of the axle1804.

FIG. 14 shows a schematic 2000 of a third embodiment of the centerelectromagnetic pulse disconnect 1802 positioned along the axle 1804 ofa vehicle. The third embodiment is similar to the first embodiment shownin FIG. 12. However, as shown in FIG. 14, the half shafts 2002 may belonger than the half shafts 1816 in FIG. 12. The center electromagneticpulse disconnect 1802 is positioned closer to the differential 1806along the intermediate shaft 2004. As such, the intermediate shaft 2004of FIG. 14 is shorter than the intermediate shaft 1810 of FIG. 12.Further, the overall length of axle 1804 may be shorter in FIG. 14 thanin FIG. 12. In this way, the center electromagnetic pulse disconnect1802 and the differential 1806 may be positioned closer or farther awayfrom one another along the axle 1804.

FIG. 15 shows a schematic 2100 of a fourth embodiment of the centerelectromagnetic pulse disconnect 1802 positioned along the axle 1804 ofa vehicle. In the fourth embodiment, the engine oil pan 1902 ispositioned on a first side of the differential 1806 with the stub shaft1812 running through the engine oil pan 1902. The center electromagneticpulse disconnect 1802 is positioned on a second side of the differential1806 and may disconnect the second wheel 1803 from the drivetrain(instead of the first wheel 1801, as shown in the previous FIGS. 12-14).

FIG. 16 shows a schematic 2200 of a fifth embodiment of the centerelectromagnetic pulse disconnect 1802 positioned along the axle 1804 ofthe vehicle. However, in FIG. 16, the axle 1804 is a monobeam axlecoupled directly to a joint 2202 of the wheel hub 1820 and not to a halfshaft. As such, the center electromagnetic pulse disconnect 1802 shownin FIG. 16 selectively disconnects the coupler shaft 1808 andintermediate shaft 1810 of the monobeam axle 1804.

Embodiments of a center electromagnetic pulse disconnect that may bepositioned in one or more of the positions shown in FIGS. 13-16 areshown in greater detail in FIGS. 17-23. It should be noted that thecenter EMPD embodiments described below with reference to FIGS. 17-24may be positioned in additional or alternative positions along a vehicleaxle to those of FIGS. 13-16. FIGS. 17-24 may include similar componentsto those described above in reference to FIGS. 2-11. As such, similarcomponents have been numbered similarly and may function as describedabove with reference to FIGS. 2-11. Thus, the center electromagneticpulse disconnect may operate similarly to as described above withreference to FIGS. 2-11. In the interest of brevity, the commoncomponents between FIGS. 17-24 and FIGS. 2-11 may not be re-describedcompletely below.

FIGS. 17-20 show a first embodiment of a center EMPD 1702. Specifically,FIG. 17 shows a schematic 1700 of an exterior view of the center EMPD1702. FIG. 18 shows an exploded view of the center electromagnetic pulsedisconnect 1702. FIG. 19 shows a cross-sectional view 1950 of the centerelectromagnetic pulse disconnect 1702, including an additional detailview 2420 of the position sensor assembly (e.g., including positionsensor 208 and magnets 212). FIG. 20 shows a detail view of the positionsensor assembly and clutch ring 230 relative to the coupler shaft 1808and intermediate shaft 1810 for different shift positions of the EMPD1702. Specifically, the 4×2 position is shown at 2020, the 4×4 positionis shown at 2022, the end-of-shift (EOS) position is shown at 2024, anda block shift position is shown at 2024. The following description ismade in reference to FIGS. 18, 19, and 20.

The center EMPD 1702 includes an outer housing 2306 including a basehousing 2302 and cover housing 2304. The outer housing 2306 fullyencloses (and entirely surrounds on all sides) the internal componentsof the center electromagnetic pulse disconnect 1702, as seen in FIG. 19.As such, external dirt and debris may not enter inside the outer housing2306, thereby increasing the longevity, decreasing degradation, andimproving the operation of the EMPD 1702. The base housing 2302 iscoupled to the cover housing 2304 through a plurality of fasteners 2309.Additionally, the cover housing 2304 includes an electrical connection2307 for connection the controller 2414 (as seen in FIG. 18) to anexternal source, such as a vehicle controller and/or power source. Thecenter electromagnetic pulse disconnect 1702 further includes theintermediate shaft 1810 and the coupler shaft 1808, the centerelectromagnetic pulse disconnect selectively disconnecting theintermediate shaft 1810 and the coupler shaft 1808.

The clutch ring 230 is shifted between positions by cams rotated by theaxle shaft. In this type of disconnect, there is no motor or forceproducing mechanism other than that provided by the axle shaft itself.Since the axles are always rotating as the vehicle moves down the road,selectivity of the rotating power is accomplished by providing aselectable force path to a non-moving vehicle structure that acts as areaction member for the forces acting on the clutch ring 230. When thereaction member is present, the clutch ring 230 is moved between modes(e.g., 4×4 and 4×2). When the reaction is not present, the clutch ring230 and shifting assembly 2402 rest at the last commanded position.

FIG. 18 shows a housing washer 2315 that is positioned between the basehousing 2302 and cover housing 2304 when the EMPD 1702 is assembled. Theintermediate shaft includes a gear portion 2314 including a plurality ofteeth for engaging with complementary teeth of the clutch ring 230(e.g., the row of teeth on the clutch ring 230 closes to the basehousing 2302). FIG. 18 also shows a series of components seal 2310(keeps contaminants out from the inboard side of the disconnect), needlebearing 2311 (supports the intermediate shaft 1810), thrust spacer 2312(positions the intermediate shaft 1810 (via retaining ring 2313) andarmature 2406 axially in the inboard direction), and retaining ring 2313(holds the intermediate shaft 1810 in the disconnect) positionedproximate to the base housing 2302 and intermediate shaft 1810. Thecoupler shaft 1808 includes a gear portion 2416 including a plurality ofteeth that are adapted to be engaged with the clutch ring 230 when theEMPD is in the 4×4 position. The EMPD 1702 further includes a series ofseals, sealed ball bearing 2417 and seal slinger 2418 (keeps largecontainments out from getting to the bearing) proximate to the coverhousing 2304.

As previously described with reference to FIGS. 2-11, the shiftingassembly 2402 consists of a cam 2404, armature 2406, clutch ring 230,shifter 2416, and block shift spring 2408. Part of the clutch ring 230is arranged to have sliding teeth always engaged with the intermediateshaft 1810. Since the intermediate shaft 1810 turns through thedifferential bevel gears to the opposite side axle half shaft and wheel,the clutch ring 230 also turns. The other part of the clutch ring 230 isarranged to have sliding teeth which are engaged with the coupler shaft1808 in one position (e.g., 4×4) and disengaged in another (e.g., 4×2).The shifter 2416 has high and low points (e.g., on guide portion 2415)and is connected to the clutch ring 230 with a cage portion 2417 thatturns with it. As such, the shifter 2416 and clutch ring 230 rotateabout the central axis 215 and translate back and forth along the axialdirection 203 together as one unit. A cam 2404 is aligned with the guideportion 2415 of the shifter 2416 so that the guides of the shifter 2416will track along the cam ramps of the cam 2404. Further, the armature2406 is fixed to the cam 2404.

The armature cam assembly 2405 (armature 2406 and cam 2404) is in closeproximity to the stationary electromagnetic coil 220 and separated by asmall air gap. A coil return spring 2418 may also be included proximateto the coil 220. When the coil 220 is energized, the coil 220 isattracted to the metallic armature 2406 and touches after the air gap isclosed. The contact friction developed from the electromagnetic forcewhen the air gap is closed is sufficient to slow or stop the armaturecam assembly 2405 from rotating. When armature cam assembly 2405 isrotating slower than the shifter 2416 is rotating, the cam ramps of thecam 2404 produce a force against the guides of the shifter 2416 whichcauses the shifter 2416 to move away from the cam 2404. This motionsubsequently acts on the clutch ring 230 to produce a shift in thepositive axial direction from the disengaged to the engaged positionthereby shifting from the 4×2 position to the 4×4 position. The shiftingprocess and corresponding interaction of the components of center EMPD1720 functions the same as described above with regard to FIGS. 2-11.

The detail view 2420 of FIG. 19 shows the positioning of the positionsensor 208 within the EMPD 1702. Specifically, the position sensor 208is coupled to a bottom surface of the PCB 207. The position sensor 208is further disposed directly above (with respect to a verticaldirection, the vertical direction perpendicular to the axial directionand relative to a ground on which a vehicle in which the EMPD isinstalled sits) the latching ring housing 263. Said another way,relative to the central axis 215, the position sensor 208 is arrangedradially outward from the latching ring housing 263. As previouslydescribed with reference to FIGS. 2-4, the latching ring housing 263includes two magnets 212 (though other numbers of magnets are possible)arranged and embedded in a top surface of the latching ring housing 263,the top surface facing the position sensor 208 and PCB 207. The twomagnets 212 are spaced a distance apart, on opposite sides of a top lug213 of the latching ring housing 263. As shown in detail view 2420, thetwo magnets 212 are arranged so that a first of the two magnets has itsnorth pole facing outward toward the position sensor 208 and its southpole embedded within the lug 213 and a second of the two magnets has itssouth pole facing outward toward the position sensor 208 and its northpole embedded within the lug 213. The axial position of the two magnets212 relative to the stationary sensor 208 (e.g., the PCB 207 isstationary and does not translate in the axial direction) thendetermines the magnetic field strength measured by the sensor, therebychanging the sensor output and allowing the controller to determine theshift position of the EMPD 1702.

As previously described, when the field strength is equal to apredetermined first value, the shifting assembly 2402 is in the 4×4position. When the field is a second value, lower than the first value,the shifting assembly 2402 is in the 4×2 position. The position,therefore, is fed back to the controller 2414. The controller 2414 canthen energize the coil 220 as required to make a shift to the commandedmode. It should be appreciated that the sensor 208 and magnets 212comprise a switching system and could be replaced with other types ofswitching systems such as a snap switch and actuation points, a contactwiper which follows an encoder, or optical switching.

FIG. 20 shows the relative positioning of the position sensor 208 andthe magnets 212 in the different shift positions. The magnets 212include a first magnet 2011 that is closer, in the axial direction, tothe coil 220 than a second magnet 2012. Said another way, the secondmagnet 2012 of the magnet 212 is closer to the return spring 2410 thanthe first magnet 2011. View 2020 shows the EMPD 1702 in the 4×2 positionwherein the clutch ring 230 is only coupled to the intermediate shaft1810 and not the coupler shaft 1808. The second magnet 2012 ispositioned proximate to (e.g., almost directly below and lined up with)the position sensor 208. As such, the position sensor 208 is closer tothe second magnet than the first magnet 2011. As such, the positionsensor 208 outputs a first signal that is indicative of the EMPD beingpositioned in the 4×2 position.

View 2022 shows the EMPD 1702 in the 4×4 position wherein the clutchring 230 is coupled to both the intermediate shaft 1810 and the couplershaft 1808. In this position, the latching ring housing 263 is pushedfurther in the positive axial direction than when in the 4×2 position.The position sensor 208 is positioned almost equidistant between thefirst magnet 2011 and second magnet 2012. As such, the position sensor208 may sense both magnets 212 and output a second signal that isindicative of the EMPD being position in the 4×4 position. As describedabove with reference to FIG. 9, the second signal may be higher voltagepercentage than the first signal.

View 2024 shows the EMPD 1702 in the EOS position wherein the clutchring is still coupled to both the intermediate shaft 1810 and thecoupler shaft 1808. However, in this position, the latching ring housing263 is pushed even further in the positive axial direction so that thefirst magnet 2011 is almost in direct vertical alignment with theposition sensor 208. Said another way, the first magnet 2011 is theclosest it may be to the position sensor 208 while the second magnet isthe furthest it may be from the position sensor 208. As such, theposition sensor outputs a third signal that is indicative of the EMPDbeing in the EOS position. As described above with reference to FIG. 9,the third signal may be a higher voltage percentage than the secondsignal.

View 2026 shows the EMPD 1702 in a block shift position wherein theclutch ring 230 is not able to shift due to the clutch teeth beingmiss-aligned or binding. As such, the block shift spring 2408 deflectsand allows the shifter assembly to complete the commanded motion. Whenthe teeth are aligned or when the binding is removed, the spring willforce the clutch ring into the desired position. In this position, thefirst magnet 2011 and second magnet 2012 are almost equidistant, in theaxial direction, from the position sensor 208. In this position, asshown in view 2026, the shifter assembly has completed its commandedmotion and is at rest in the 4×4 position. Once the clutch ring andcoupler shaft splines aligned, the shift spring 2408 will engage theclutch ring and transfer torque to the wheels.

In addition to the normal operation, the controller 2414 may beconfigured to detect various types of faults and to take correctivemeasures. The shifting assembly 2402 not moving in an expected period oftime, for example, may be detected as a fault. The condition may becorrected by various means including repeating a coil pulse until thecommanded mode is achieved.

A further arrangement of the controller 2414 may include other sensortypes including but not limited to axle speed sensors. The informationfrom these sensors may be used to further refine the shifting algorithmunder certain vehicles circumstances like disallowing a mode shift whenthe vehicle is stopped or travelling at high speeds.

FIGS. 21-23 shows a second embodiment of a center EMPD 2120 thatincludes only one housing (e.g., one integrated and continuous housingthat is formed as a single part) but may be integrated with a stub axle.FIG. 21 shows an isometric external view of the EMPD 2120, FIG. 22 showsa side external view of the EMPD 2120, and FIG. 22 shows across-sectional internal view of the EMPD 2120. The EMPD 2120 containsthe same internal components as shown in FIGS. 18-20. As such,components have been numbered similarly and will not be re-described.Further, not all components have been numbered as they are the same asshown in FIGS. 18-20.

As shown in FIGS. 21 and 22, the EMPD 2120 includes a single, continuoushousing 2122 that completely encases and surrounds the internalcomponents of the EMPD 2120 (such as the components shown in FIGS. 18and 19). The housing 2122 additionally includes ramped flanges 2124positioned proximate to the coupler shaft 1808. The ramped flanges 2124extend around a circumference of the portion of the housing 2122surrounding the coupler shaft 1808. Additionally, flanges 2124 extendoutwardly from the housing 2122 and between the narrower portion of thehousing 2122 surrounding the coupler shaft 1808 and the wider portion ofthe housing 2122 surrounding the intermediate shaft 1810. As shown inFIG. 23, in addition to the components described above with reference toFIGS. 2-8 and 18-20, the EMPD 2120 includes a coupling flange 2321 thatholds the internal components of the EMPD 2120 in place while alsoproviding an interface for coupling the EMPD 2120 to a vehicle. Inalternate embodiments, the housing 2122 may not include flanges 2124.

FIG. 24 shows a third embodiment of a center EMPD 2420 that includesonly one housing (e.g., one integrated and continuous housing that isformed as a single part). Schematic 2422 shows an isometric externalview of the EMPD 2420 and schematic 2424 shows a cross-sectionalinternal view of the EMPD 2420. The EMPD 2420 contains the same internalcomponents as shown in FIGS. 18-20. As such, components have beennumbered similarly and will not be red escribed. Further, not allcomponents have been numbered as they are the same as shown in FIGS.18-20.

As shown in FIG. 24, the EMPD 2420 includes a single, continuous housing2426 that completely encases and surrounds the internal components ofthe EMPD 2420 (such as the components shown in FIGS. 18 and 19). Thehousing 2426 additionally includes ramped flanges 2428 positionedproximate to the coupler shaft 1808. The ramped flanges 2428 extendaround a circumference of the portion of the housing 2426 surroundingthe coupler shaft 1808. Additionally, flanges 2428 extend outwardly fromthe housing 2426 and between the narrower portion of the housing 2426surrounding the coupler shaft 1808 and the wider portion of the housing2426 surrounding the larger diameter internal components of the EMPD2420. As shown in schematic 2424, in addition to the componentsdescribed above with reference to FIGS. 2-8 and 18-20, the EMPD 2420includes a coupling flange 2421 that holds the internal components ofthe EMPD 2420 in place while also providing an interface for couplingthe EMPD 2420 to a vehicle. Both housings 2120 and 2422, as describedabove with reference to FIGS. 21-23 and FIG. 24, respectively includeone side that is open and not sealed. As such, a housing part iseliminated and the disconnect may bolt to and seal against the side of apower train component such as a differential or an oil pan.

Additional components not described herein may be included in the centerelectromagnetic pulse disconnects of FIGS. 17-24. Further, additionalcomponents shown in FIGS. 2-8 may be included in the centerelectromagnetic pulse disconnects of FIGS. 17-24. Further, components ofthe center electromagnetic pulse disconnect described above withreference to FIGS. 17-24 may also be included in the embodiments show inFIGS. 2-8.

As one embodiment, a method of operating a disconnect assembly of ashaft, comprises: driving a shifter mechanism from a first self-lockingposition to a second self-locking position via an electromagnetic coilgenerating an axial force through an armature cam assembly including aseries of bi-directional ramps interfacing with axially extending guidesof the shifter mechanism, the coil energized only during transitionsbetween the first and second self-locking positions, the first andsecond self-locking positions including a shaft engaging position and ashaft disengaging position. As one example, a clutch ring including aplurality of teeth for selectively engaging the shaft is coupled to theshifter mechanism and driving the shifter mechanism includes translatingthe clutch ring and a latching ring positioned adjacent to the shiftermechanism axially together, in a direction of a central axis of thedisconnect assembly, between the first and second self-locking positionswhile the clutch ring and latching ring rotate independent of eachother. Further, the shifter mechanism stays in the first and secondself-locking positions without activation of the electromagnetic coil.The method further comprises rotating the armature cam assembly alongwith the shifter mechanism when the electromagnetic coil is de-activatedand the disconnect assembly is in the first self-locking position. Inanother example, the method further comprises activating and thendeactivating the coil to transition the shifter mechanism from the firstself-locking position to the second self-locking position and activatingand deactivating the coil to transition the shifter mechanism from thesecond self-locking position to the first self-locking position. In yetanother example, the method further comprises maintaining the shiftermechanism in the first self-locking position or the second self-lockingposition when the coil is deactivated, even when transmitting and nottransmitting torque and rotation of the shaft through the assembly. Asone example, engagement and disengagement of the shaft is assisted viarotary motion of the shaft and wherein the electromagnetic coil iscounteracted by a mechanical biasing force.

As another embodiment, an electromagnetic pulse disconnect assembly,comprises: an electromagnetic coil selectively energized by a pulsingelectrical current; a shifting assembly including a metallic armaturefixed to a cam including a series of bi-directional ramps, a shifterincluding a plurality of axially extending guides interfacing with thecam between each of the series of bi-directional ramps, and a clutchring coupled to the shifter; and a latching ring assembly including alatching track profile including first and second self-lockingpositions. As one example, the shifter and clutch ring translate in anaxial direction, with respect to a central axis of the electromagneticpulse disconnect assembly, and rotate around the central axis as a unit.As another example, the latching ring assembly further comprises alatching ring including a plurality of pins arranged around an outercircumference of the latching ring and a latching ring housing includinga stepped recess for holding the latching ring, wherein the latchingring housing and latching ring are translatable in the axial directionalong with the shifter. As a further example, the latching ring housingis rotatably fixed and the latching ring housing includes embeddedmagnets that create a detectable magnetic field separate from alocalized magnetic field created by the electromagnetic coil. In oneexample, the electromagnetic pulse disconnect assembly further comprisesa stationary magnetic position sensor configured to detect the magneticfield of the magnets for determining a shift position of theelectromagnetic pulse disconnect assembly. As another example, thelatching ring assembly further comprises a latch cam ring including afirst series of teeth forming a first track surface and latch guide ringincluding a second series of teeth, offset from the first set, forming asecond track surface, the first track surface and second track surfaceforming the latching track profile. Additionally, the plurality of pinsare positioned in the latching track profile between the first tracksurface and second track surface, the latch cam ring and latch guidering are stationary, and the latching ring is rotatable around andtranslatable along the central axis. In another example, the latch camring circumferentially surrounds the shifting assembly and wherein thefirst track surface further comprises multiple grooves shaped to contactand hold the plurality of pins of the latching ring in the firstself-locking position and second self-locking position. Further, thearmature is magnetically attracted to the electromagnetic coil when theelectromagnetic coil is energized and the electromagnetic coil includesone or more springs for maintaining an air gap between theelectromagnetic coil and armature when the coil is de-energized. Inanother example, the electromagnetic pulse disconnect system furthercomprises an outer housing arranged along a mid-portion of an axle of avehicle, the outer housing entirely encasing the electromagnetic coil,the shifting assembly, and the latching ring assembly and the clutchring selectively engages a coupler shaft and intermediate shaft of theaxle.

As yet another embodiment, a method for selectively engaging tworotating components with a disconnect assembly, comprises: during afirst mode, holding a clutch ring in a first position via pins of alatching ring contacting first grooves in a latch cam ring, the latchingring translatable with the clutch ring along a central axis of thedisconnect assembly; upon receiving a command to shift to a second mode,energizing an electromagnetic coil to magnetically attract an armaturefixed to a cam and translate a shifter fixed to the clutch ring to anend-of-shift position, whereupon the coil is de-energized and a springpushes the clutch ring to a second position where the pins contactsecond grooves in the latch cam ring to hold the clutch ring in thesecond position; and upon receiving a command to shift to the firstmode, energizing the electromagnetic coil to translate the clutch ringto the end-of-shift position, whereupon the coil is de-energized and thespring pushes the clutch ring to the first position where the pinscontact the first grooves to hold the clutch ring in the first position.As one example, the shifter and clutch ring translate to theend-of-shift position, sliding the pins along a latching track profileand against a first track surface of a latching guide ring to rotate thelatching ring and bring the pins into contact with end-of-shift groovesin the latch guide ring, where a second track surface of the latch camring and first track surface of the latch guide ring form the latchingtrack profile. As another example, the method further comprises uponde-energizing the electromagnetic coil, sliding the pins along thelatching track profile and against the second track surface of thelatching cam ring to rotate the latching ring and bring the pins intocontact with one of the first grooves or second grooves. Further, thefirst mode is a two-wheel drive mode wherein the clutch ring is coupledto only one of the two rotating components and the second mode is afour-wheel drive mode wherein the clutch ring is coupled to both of thetwo rotating components. As yet another example, the method furthercomprises receiving the commands to shift to the first and second modesat a disconnect controller of the disconnect assembly from a vehiclecontroller. In another example, the method further comprises detectingthe first, second, and end-of-shift positions of the clutch ring and anyposition of the clutch ring in between or beyond the first, second, andend-of-shift positions with a position sensor in electroniccommunication with the disconnect controller.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. The subject matter of the present disclosure includes allnovel and non-obvious combinations and sub-combinations of the varioussystems and configurations, and other features, functions, and/orproperties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

The invention claimed is:
 1. An electromagnetic pulse disconnectassembly, comprising: an electromagnetic coil selectively energized by apulsing electrical current; a shifting assembly including a metallicarmature fixed to a cam including a series of bi-directional ramps, ashifter including a plurality of axially extending guides interfacingwith the cam between each of the series of bi-directional ramps, and aclutch ring coupled to the shifter; and a latching ring assemblyincluding a latching track profile including first and secondself-locking positions.
 2. The assembly of claim 1, wherein the shifterand the clutch ring translate in an axial direction, with respect to acentral axis of the electromagnetic pulse disconnect assembly, androtate around the central axis as a unit.
 3. The assembly of claim 2,wherein the latching ring assembly further comprises a latching ringincluding a plurality of pins arranged around an outer circumference ofthe latching ring and a latching ring housing including a stepped recessfor holding the latching ring, wherein the latching ring housing and thelatching ring are translatable in the axial direction along with theshifter.
 4. The assembly of claim 3, wherein the latching ring housingis rotatably fixed and wherein the latching ring housing includesembedded magnets that create a detectable magnetic field separate from alocalized magnetic field created by the electromagnetic coil, andfurther comprising a stationary magnetic position sensor configured todetect the magnetic field of the magnets for determining a shiftposition of the electromagnetic pulse disconnect assembly.
 5. Theassembly of claim 3, wherein the latching ring assembly furthercomprises a latch cam ring including a first series of teeth forming afirst track surface and a latch guide ring including a second series ofteeth, offset from the first series, forming a second track surface, thefirst track surface and the second track surface forming the latchingtrack profile.
 6. The assembly of claim 5, wherein the plurality of pinsis positioned in the latching track profile between the first tracksurface and the second track surface, wherein the latch cam ring and thelatch guide ring are stationary, and wherein the latching ring isrotatable around and translatable along the central axis.
 7. Theassembly of claim 5, wherein the latch cam ring circumferentiallysurrounds the shifting assembly and wherein the first track surfacefurther comprises multiple grooves shaped to contact and hold theplurality of pins of the latching ring in the first self-lockingposition and the second self-locking position.
 8. The assembly of claim1, wherein the armature is magnetically attracted to the electromagneticcoil when the electromagnetic coil is energized and wherein theelectromagnetic coil includes one or more springs for maintaining an airgap between the electromagnetic coil and the armature when the coil isde-energized.
 9. The assembly of claim 1, further comprising an outerhousing arranged along a mid-portion of an axle of a vehicle, the outerhousing entirely encasing the electromagnetic coil, the shiftingassembly, and the latching ring assembly and wherein the clutch ringselectively engages a coupler shaft and an intermediate shaft of theaxle.